Tebeitoby



(No Model.) 3 Sheets-Shet 1.

J. M. WHITNEY.

ROTARY STEAM ENGINE.

No. 357,648. Patented Feb. 15; 1887.

A)? orney 3 Sheets- Sheet 2'] {No Model.)

J. M. WHITNEY.

ROTARY STEAM ENGINE.

N0. 357,648. Patented Feb. 15,1887.-

3 Sheets-Sheet 3;

(No Model.)

J. M. WHITNEY. ROTARY STEAM ENGINE;

nted Feb. 15. 1,887.

N. FEIEHS. PhmmLulimgr-yflwr. Washington. I16.

UNITED STATES PATENT OFFICE.

JAMES M. WHITNEY, OF DEADWOOD, DAKOTA TERRITORY.

ROTARY STEAM-ENGINE.

SPECIFICATION forming part of Letters Patent No. 357,648, dated February 15, 1887.

Application filed-October 20, 1886. Serial No. 216,763. (No model.)

To all whom it may concern:

Be it known that I, JAMES M. WHITNEY, of Dead wood, in the county of Lawrence and Territory of Dakota, have invented certain new and useful Improvements in Rotary Steam- Engines; and I do hereby declare the following to be afull, clear, and exact description of the invention, such as willenable others skilled in the art to which it appertains to make and use the same.

My invention relates to an improvement in rotary engines.

The object of my invention is to provide a rotary engine that will be simple in construc tion and have few working parts and provide a means of packing the revolving piston upon its side surfaces so that this packing can be renewed without access to the interior of the cylinder.

A further object is to provide a valve for a rotary steam-engine that will be balanced in all positions it may assume in regard to livesteam and exhauststeam pressure in thevalve' chamber.

A further object is to so construct a rotary engine that an instant reversal of the direction of rotative motion can be made at any time without shutting off steam from the cylinder or valves.

A further object is to provide a rotary'engine that by reason of its reduced frictional bearing-surfaces will give a large percentage of power in proportion to steam consumption, and, further, that from the practical and simple adaptation'of its main mechanical features this engine can be produced at a low initial cost.

With these ends in view my invention consists in certain features of construction and combinations of parts that will be hereinafter described, and pointed out in the claims.

In the accompanying drawings, Figure 1 is an elevation of the engine. Fig. 2 is a view showing two engines mounted upon one shaft,

having a line drawn through the valve centers and axial center of one engine set ata right angle to a similar drawn linein the other engine. Fig. 3 is a View of the engine with one of the heads removed. Figs.4, 5, and 6 are detached views of the valve. Fig. 7 is a side view of the engine with the tripping valve spring shown in position. Fig. 8 is a crosssection of the side plates or cylinder-bonnets to show the position of the packing-channel and follower, taken on line at m, Fig. 8. Fig. 9 is a detached View of the packing followerring.

A represents the cylinder of the engine. It is made of metal, and is cylindrical in the major part of its peripheral wall. At points E in the circumference of the cylinder Atwo circular enlargements for valve-chests B are made. The walls of the valve-chambers B are, in eifect, a continuation of the side wall of the cylinder A, being preferably cast or formed integral therewith. (See Fig. 8.) The walls of the valve-chambers B, as well as that of the cylinder A, are finished to produce a smooth true surface on their interiors.

The rotary disk D, that answers for a pis ton-head, is made substantially inform as shown in Fig. 3 upon its peripheral edge, and

its thickness is so proportioned to the widthof the engine-cylinder A as to effect a neatrunning fit of the opposed surfaces of the piston-head D and the cylinder-heads F, that are seen red to the flanged edges of the cylinder A.

The piston-headD may be made of one solid piece of material, or it may be composed of a hollow chamber with side and edge walls of sufficient thickness for stability, and thus afford a proper contour of surfaces without excessive weight.

The piston-head D (see Fig. 3) has its peripheral edge reduced so as to form a steampassage between its edge face and the inner wall of the cylinder A, and at two diametrically-opposite points the steam -abutments D D are formed intact with the body of the head D, being simply swells on the surface of the peripheral edge of this head D.

The piston-head D is finished to haveatrue bearing-surface on its sides and also upon its edge, and is mounted upon a central shaft, S, that is the center of motion of the engine,

and upon which may be mounted proper pul' leys for the communication of the motion and power produced by the operation of the engine. V

The valves 0, that are placed in thechests B, are made as shown in Figs. 3, 4, 5, and 6, and each consists of a body, I), that is vertically perforated with a proper-sized exhaustpassage, Z). This passage b is preferably made rectangular, and is extended laterally to form an oblong aperture, as shown in Figs. 4, 5,and 6. At points between the end terminations of the exhaust passage b and the end walls, 9, of the valves 0 two transverse apertures, e e, are made in the body of the valve to permit the free passage oflive steam through them.

The valve 0 has its body extended laterally at the upper and lower sides to form flanges f These flanges are produced on each side of the valve 0, as shown in Fig. 3. The top flanges, f, are preferably extended at a right angle to the vertical wall 10 of the valve, and have their edges made to conform to the roundedinner face of the valve-chamber. The lower flanges, f, similarly project at the sides of the body of valve O,with the exception that these flanges, as well as the lower face of the valve, are given the same degree of curvature that is made on the interior wall of the cylinder A, as shown in Fig. 3 in dotted lines. The ends of the lower flanges, f, of the valve Care provided with packingstrips s. that are inserted in grooves cut in their edges for their accommodation, and it is important that the lower corner of the valve-flangesf, as shown at a a in Fig. 3, are rounded to give asmooth and steamtight bearing upon the peripheral face of the piston-head D, upon which these edges a a are made to bear when the engine is in operation. It should be stated that the packing-joints s are intended to make a joint in the valve-chests and have asteam-tight contact therewith. I prefer to make the joints of metallic bearing-strips that are located in grooves, as stated before, and place beneath the strips an elastic indestructible spring or substance that will hold the strips s in yield ing cont-act with the surface of the valve-chambers B.

The steam-abutments D D upon the pistondistance from the axial center as to have a slight running clearance with the interior surface of the side wall of the cylinder A, (see Fig. 3,) and are given the same curvature.

The abutments D D are made with a slope or incline on each of their sides to give a gradual approach to the apex of the abutments, as shown in Fig. 3, and have transverse packing-strips that seat on elastic basepieces,so as to make these strips 72 have a yielding steamtight contact with the cylinder-wall. It is essential that these pa ckingstrips n are so affixed as to prevent their dislodgment from their containinggrooves when not in surface-contact with the cylinder-face.

The valves 0 are mounted upon trunnions d, that project laterally from theirend faces. These trunnions d are held in sockets or perforations in the side plates of the engine that close the valve-chambers also to make them Steam tight.

The pivoting of the valves 0, as just described, should be at a point central with the outer edges of the flanges f f, and at such a relative distance above the lower face of the plates'l 2 3 4, that are bolt-ed in place.

flangef on the valve as to permit the vibration or oscillation of the valves to cause the flanges f to have surface-contact with the peripheral face of the piston-head D, as shown in Fig. 3. As shown in the figurejust named,the side walls ofthe valve-chambers are perforated with two steam-passages to each chamber. These are made upon each side of the valve bodies, and in such a location as to avoid obstruction by the flanges of the valves when these valves are rocked on their trunnionbearings.

The valve-chambers B have each a propersized exhaust-passage,O,formed at the crowns of these arched chambers. Any suitable method of connecting an exhaust-pipe may be adopted, and, if desired, the exhaust-steam from both the chests may be led off bya common pipe.

The two cylinder heads or bonnets G, that also cover the valve-chests B, are each made up of two parts, an inner and outer annulus, as shown in Fig. 8. I will describe one head, as both are of like construction.

The concentric rings G G that taken together form the bonnet G, are of such relative diameter as to permit the outer ring, G, to be bolted onto asuitable flange on the periphery of the cylinder A, and the width of the annulus or outer ring,G',to be such that its inner edge will slightly overlap the side surface of the piston D. The inner ring, G, is made somewhat less in diameter than the inner edge of the annulus G. This method of construct ing the two rings,respectively,forms a groove or circular packing-space, m. This packingspace m is of such width that it will permit a proper amount of hemp rope or other suitable packing to be inserted in it, and embedded so as to have surface-contact with the side face of the piston-head D. An annular follower, H, is placed in the packing groovem. This is held in proper position by the fixed bracket- The outer ends of the plates 1 2 3 4 are secured to the ring G,the inner ends being rigidly affi'xed in contact with the inner ring or annulus, G At a central point in these plates 1 2 3 4 setbolts I are inserted. These are adapted to bear with their points upon the follower H, and force it down upon the packing in the groove m. It is not material that the inner ring or annulus, G, have a steam-tight contact with the head D, as the packing-joint just described will prevent any escape of steam past that point toward the axial center of the piston-head D, and, if desired, the surface of the inner annulus, G, may be recessed to form a shallow chamber with a bearing-surface at each edge of proper width. This will reduce contact-surface with the side of the pistonhead D, and thus obviate friction at these points of contact therewith. The plates 1 2 3 4 are notched, as shown in Fig. 3, at 19. These notches are made to permit the plates to be placed over the flange of the follower-ring H, and the notches p are of such a depth as to permit the removal of the ring from the packing-channel, in which it seats, by the removal.

It will be noticed by inspection of Fig. 3,

that the form of the valve permits a steamspace upon each side where the steam-inlets a a perforate the side, and also a similar vacant space at the top of the valve 0, on account of the arching of the valve-chamber B.

The utility of this provision will be manifested presently.

The trunnions on one side of the valve-' chambers of engines of this type, that are designed to reverse motion, are extended upon the outside of the side bonnet, so as to permit a spring-lever, L, to be affixed to this projecting shaft (1 (see Fig. 7,) and at a point immediately above the shaft d upon the edge of the valve-chamber B, a quadrant, P, that is properly notched, is affixed to retain the valve in an inclined position on its axial bearings, so as to throw either of its edges a a in contact with the peripheral face of the piston D, to cause the introduction of steam from either one side or the other of the valve-chamber B into the steam-space V V of the cylinder D, so as to bear upon the faces of the abutments D D oppositely as the steam-inlet is changed, and so change the motion or reverse the engine, as may be desired; and it is evident that by hooking the lever S into the center notch of the quadrant P steam will be cut off from the cylinder D, and thus arrest motion without shutting off the regular throttie-valve of the engine.

If it is desired, in order to give greater power in a limited area or space, two or more engines may be mounted upon one shaft, as shown in Fig. 2; and in case two engines are employed. it is considered advantageous to set these engines so that axial lines through their valves will quarter,or be at right angles to each other.

In operation the valves are adjusted to run the engine in the desired direction. To illus trate this, a reference to Fig. 3 will show the valves in proper position to run from the left to the right, oragainstsun motion. By throwing the lever J over to the other side of'the quadrant P the position of valve 0 will be correspondingly changed, so as to make a steam-inlet to the piston on the side the-valve is then inclined upon, and thus reverse the rotative direction of the engine-piston, giving a motion to the axis or shaft cl with the sun, or from right to left. It is evident that the instantaneous reversal of the engine is effected by a simple movement ofthe lever L.

The valve 0 is perfectly balanced, as will I be seen by inspection of Figs. 3, 4, 5, and

6, in which it appears in different positions. The ports 6 in its body permit the live steam to have access to each side if steam is admitted on one or both sides through the inlets a,

the result being that the pressure of the live steam is equalized, and the val ve can be moved with ease by the lever L, and this elastic lever is only required to exert a few pounds pressure to hold the valve in its inclined position to engage the peripheral surface of head D; and, further, the exhaust port through the valve fills the upper cavity with exhaust'steam. at a normal pressure, and thus the exhaust assists to preserve the'balance or equilibrium of pressure obtained by the distribution of live steam in the manner explained.

The location of two cylinders on one shaft and set quartering? is of advantage where high speed and perfect counterbalance and consequent steadiness of motion are desired. In such a case the piston-heads are keyed onto the shaft, so that one set of valves will be taking steam while the other set are passing the deadpoint, of which there is but one in each engineviz., when the crowns of the abutments Q, of the pistons D are in direct line with the centers of the valve-trunnions. This position will hold the valves for an instant to prevent steam-inlet to the steanipassage W.

' \Vhen two engines are employed and situaied on the shaft, as above stated, there are no dead'points, and the motion, in consequence, is perfectly regular, and no vibration will occur, so that great velocity can be attained with remarkable steadiness of rotative movement.

It will be noticed that there is a reduction of frictional contact of wearing parts to mere lines, no extended bearing-surfaces being employed, and that in the joints on the sides of the piston where the greatest wear is had an adequate provision is made to permit speedy and perfect renewal of worn-out packing; also,

that these packing-joints can be made of material best approved in ordinary engine practice for such purposes, preference being given to prepared hemp fiber as possessing superior durability and economy in cost to the user.

It is apparent thatin this device slight modifications of the parts as to form might be made,

ICC

and that their exact relative positions may be changed without departure from the spirit and scope of my invention. 1 therefore do not restrict myself to the exact forms and precise arrangement of parts shown in the drawings; but,

Having fully described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. A valve having a transverse live steam passage through it, a vertical exhaust-passage that perforates it, thevalve being pivotally suspended in a valve-chamber to permit it to vibrate and have a bearing-contact with the peripheral edge of a rotary piston and its abutments placed in'the closed cylinder of a rotary steam-engine, substantially as set forth.

2. A valve having two transverse live-steam passages made through its body, and a vertical exhaust-passage that perforates the body of the valve between the lateral live steam passages, the valve being pivotally hung in a valve-chamber to permit it to vibrate and [hers cast integral with it. the walls of the have a steani tight hearing contact with the peripheral edge of a rotary piston-head and its abutments, the head being placed on central bearings in the closed cylinder of a rotary steam-engine, substantially, asset forth.

3. A valve having a central vertical exhaust-passage and two transverse livesteam passages made through its body, two laterallyextended top flanges at right angles to the valve-body, two late'rallyextended bottom flanges that, together with the lower side of the valve-body, are curved to correspond with the interior surface of the cylinder, the valve body being pivotally suspended to permit it to vibrate and have a bearing on the peripheral edge of a rotary piston head and its abutments, the head being suspended centrally on a shaft in the closed cylinder of a rotary steam-engine, substantially as set forth.

4. A valve-chamber for a rotary steam-engine having two steaminlets on its side and one exhaust-outlet on its top, in combination with a balanced valve pivotally hung in the chamber so as to permit a bearing engagement of its lateral flanges with the curved side of this chamber, and also a steam-tight contact of the projecting edges of its lower flanges with the peripheral face of a rotary pistonhead and its two ahutments, the head being suspended centrally on a shaft in the closed cylinder of a rotary steam-engine, substantially as set forth.

5i Ina rotary sleam-engine,the combination, with a pivoted valve having livesteam spaces on its opposite sides and steam passages through it to equalize steam pressure on its surface, of a piston-head having steam-abutments, a cylinder to contain the piston, and a valvechamber provided with live-steam ports,whi'ch admit steam on two sides of the valve simultaneously, substantially as described.

6. In a rotary steam-engine, the combination, with a pivoted valve that has steam-passages through it to equalize steam-pressure on its surface, of a spring-lever to change the position of the valve, a quadrant to hold the I valve in its adjusted position, a rotating piston-head that has two abutnients on it, a cylinder, and a valve-chamber, substantially as set forth.

7. In a rotary steam-engine, the combination, With a cylinderhaving two valve-cham valve-chambers being circular, of a relative piston'head having diametrically opposite steam-abutments provided with packing-strips placed transversely in their peripheral edge,

and two pivoted steam-valves having livesteam passages located transversely in their bodies, and each valve an exhaust-passage that is vertical and central to its body, a spring-lever to each valve, and a quadrant to hold the valve in adjusted position, substantially as set forth.

8. In a rotary steam-engine, the combination, with a cylinder having a rotary'pistonhead, of two cylinder heads or bonnets, each composed of an inner and an outer annulus, the opposing edges of each set of these platerings being separated to form a packing recess or groove, afollower ring for each of these packing-channels, and bars or brackets for securing the rings together and for carryin g the follower-ring, substantially as set forth.

9. In a rotary steam-engine, the combination, with a cylinder and arotary piston-head, the latter having two steam-abutmenls at opposite points on its surface, of a valve-chamber for each abutment, a pivoted and steanr balanced valve for each chamber, a spring-lever to change the position of each valve, a

quadrant to each lever, two cylindeuheads that are adapted to hold packing in a groove made between the two rings that compose each head, a packing ring or follower for each cylinder-head, and retaining-brackets to keep the rings in place, substantially as set forth.

10. The combination, with a casing or cylinder having two cylinder-heads, each provided with a packing channel extending through its body, of bracket-plates, followers, and set-screws for adjusting the followers.

11. The combination, with a casing or cylinder and a rotary plunger, of two cylinderheads, each provided with a circular grooved packing-recess,packing located within said recesses, and the follower-rings adapted to bear on said packing, substantially as set forth.

In testimony whereof I have signed this specification in the presence of two subscribing witnesses.

JAMES M. WHITNEY. Witnesses:

W. CLARENCE DUVALL, GEO. F. DOWNING. 

